JP5361475B2 - In-vehicle power supply securing control device for electric vehicles - Google Patents

Description

  The present invention relates to a control device for securing an in-vehicle power source of an electric vehicle operated with an AC overhead line having a non-power source section as a power source, and more particularly, an electric vehicle vehicle having an auxiliary power source for supplying electric power to an in-vehicle lighting device or the like. The present invention relates to an internal power supply securing control device.

  For example, as disclosed in Patent Document 1, an electric vehicle using an AC overhead wire as a power source includes a converter that converts AC power from the AC overhead wire into DC power, and the DC power from this converter is converted into AC by an inverter. Thus, the vehicle is driven by driving the main motor which is an induction motor. In this configuration, the converter can control the DC output voltage by the gate control of the switching element constituting the converter, and the inverter can output the AC voltage by the gate control of the switching element constituting the converter. The value and frequency can be controlled.

  In addition, since the AC overhead line is independently fed to each substation, there is a non-power source section in the AC overhead line between different substations. This section is at most 100 m, and the passing time of one point of the vehicle is 2 to 3 seconds. While the vehicle passes through this non-power supply section, the supply of power from the AC overhead line to the converter is cut off, power is not supplied to the main motor and coasting operation is performed, and the auxiliary power supply is also in a power failure state. The auxiliary power supply is an in-vehicle power supply for supplying power to auxiliary equipment such as lighting equipment in the vehicle, a compressor that supplies compressed air for compressed air for operation, and air conditioning equipment. When a power failure occurs, power supply to auxiliary equipment such as lighting equipment mounted on the vehicle is cut off. In order to avoid interruption of power supply to auxiliary equipment in the non-power supply section, conventionally, a large-capacitance capacitor is mounted on the vehicle, charged by the converter at all times and stored, and the discharge power during running in the non-power supply section Was supplied to the auxiliary power supply to maintain the power supply to the auxiliary equipment.

JP-A-8-79901

  However, considering the number of trains in the train, the number of auxiliary devices such as lighting fixtures and compressors mounted on the vehicle increases, and the power consumption is considerable. Inevitably, the number of large capacitors increases. In the social situation where resource saving is the most important issue, the necessity to mount a large number of large-capacitance capacitors goes against this, and a measure to avoid this has been demanded.

  The present invention makes it possible to maintain power supply to an auxiliary power source without using a capacitor while the vehicle passes through a non-power supply section of an AC overhead line, and thus can conserve resources, so that an in-vehicle power source securing control device for an electric vehicle can be realized. The purpose is to provide.

  An in-vehicle power supply securing control device for an electric vehicle according to the present invention includes a converter that converts AC power from an AC overhead wire to DC power, a voltage that is connected to the output side of the converter and converts the DC power to AC power, and An inverter capable of frequency control, a main motor that pulls the vehicle by receiving AC power from the inverter, and an auxiliary power source connected to the input side of the inverter to supply power to auxiliary equipment mounted on the vehicle; A non-power source section detecting device for detecting a non-power source section of an AC overhead wire, and the non-power source section for making the regenerative power as input power of the auxiliary power source through the inverter while the vehicle is traveling in the non-power source section of the AC overhead wire The operation of the converter is stopped and the inverter is switched to the regenerative operation mode based on the determination of the non-power supply section by the detection device. Consisting of the operation mode control unit. Here, the converter may or may not have a DC voltage control function. The inverter may be either voltage-type or current-type as long as it can transmit the regenerative power of the main motor to the input side. The detection of the entry of the vehicle into the non-power supply section and the end of the passage by the non-power supply section detection device is a concept including not only the actual entry and the end of the passage but also detection that can be treated as the entry and the end of the passage. The terms AC power and DC power converted by a converter or an inverter are concepts that include one of AC voltage or current and only one of DC voltage or current.

  According to the present invention, the inverter is operated in the regenerative mode while the vehicle is traveling in the non-power supply section of the AC overhead wire, and the regenerative power of the main motor is supplied to the auxiliary power source from the input side of the inverter, so a large-capacitance capacitor is used. Thus, it is possible to maintain power supply to auxiliary equipment such as lighting fixtures and compressors mounted on the vehicle without having to do so.

The 1st Example of this invention, and the flowchart which shows control of the converter and the inverter during the vehicle driving | running | working of a non-power-supply area. BRIEF DESCRIPTION OF THE DRAWINGS The structure explanatory drawing of the electric vehicle travel route in 1st Example. The block diagram which shows the structure which supplies alternating current overhead line electric power to the main motor and auxiliary equipment in 1st Example. The block diagram which shows the flow of the control command in 1st Example. The time chart which shows operation | movement of each part at the time of approaching a non-power-supply area during coasting regarding 1st Example. The time chart which shows operation | movement of each part at the time of approaching a non-power-supply area during power running regarding 1st Example. The time chart which shows operation | movement of each part at the time of approaching a non-power-supply area during regenerative braking regarding 1st Example. FIG. 3 is a view corresponding to FIG. 3 showing a second embodiment.

  A first embodiment of the present invention will be described with reference to FIGS. As shown in FIG. 2, a vehicle 1 that forms a train travels while a current collector 2 such as a panda graph slides or rolls on an AC overhead wire 3. The AC overhead line 3 has a non-power supply section 4 that is divided in the middle, and is connected to different substations 5 and 6 on both sides thereof, and is maintained at the AC overhead line voltage Va. The start non-detector P1 and the end non-detector P2 constituting the non-power-supply section detecting device 7 that detects the non-power-supply section 4 are arranged on the ground side along the orbit on the start end side and the end side of the non-power supply section 4, respectively. . In this embodiment, they are arranged slightly before the end in the direction of travel and slightly behind the end. As a result, a no power source section detection signal is obtained from a specific position of the vehicle, for example, immediately before the current collector 3 enters the no power source section 4 until the end of passing.

  As shown in FIG. 3, the power supply device mounted on the train receives AC power from the AC overhead line 3 via the current collector 2 and the high-speed circuit breaker 9a in the primary winding of the main transformer 8, and the secondary winding The voltage is applied to the input side of the converter 10 via the contactor 9b. This converter 10 is constituted by a switching element so as to convert alternating current power into direct current power, and a variable direct current voltage (hereinafter referred to as necessary) is controlled by gate control of the switching element at both ends of a filter capacitor 12 connected to the direct current output line 11. (Referred to as FC voltage). The DC output line 11 is connected to the input side of an inverter 13 in which switching elements are connected in a three-phase bridge, and a plurality of main phases that are three-phase induction motors for pulling the vehicle 1 to the output side of the inverter 13 are connected. An electric motor 14 is connected. With this configuration, the FC voltage is also the DC voltage on the input side of the inverter 13 and is maintained by the regenerative mode operation of the inverter 13 while the vehicle 1 is traveling in the non-power supply section 4 as will be understood later.

  This inverter 13 converts the DC power from the converter 10 into three-phase AC power, and the three-phase AC voltage that is the AC output can be varied in voltage and frequency by gate control of the switching element. Thus, the torque and rotation speed of the main motor 14 can be controlled. A DC input terminal which is the input side of the auxiliary power supply 15 is connected to the DC output line 11 which is the output side of the converter 10, that is, the input side of the inverter 13. The auxiliary power supply 15 receives the FC voltage from the converter 10 and converts it into a three-phase AC voltage, and supplies power to the auxiliary equipment 17 such as a lighting fixture or a compressor mounted on the vehicle through the transformer 16. ing. Although not shown in detail, the vehicle 1 is provided with a detection vehicle upper part for detecting the non-detectors P1 and P2 provided on the ground as a part of the non-power source section detector 7. Moreover, 19 shown in FIG. 3 is a wheel of the vehicle 1 which travels in electrical contact with the track.

  In this embodiment, the entry of the vehicle into the non-power supply section 4 includes the just before or immediately after the entry of the current collector 2, and the passing is the concept including immediately before or after the end of the passage. Therefore, the relationship between the non-detectors P1 and P2 and the non-power supply section 4 need only be in a controllable relationship and does not require geometrical matching. The regenerative torque control is a type of brake torque control. In this embodiment, the regenerative power is supplied to the auxiliary power supply 15 and the term “regenerative torque control” is used in the control to supply the regenerative power. In the control, the term “brake torque control” is used.

  This in-vehicle power supply securing control device is provided with an operation mode control device 18 and is configured to perform control as shown by the flow chart in FIG. This will be described below with reference to FIG. When the no power source section detecting device 7 detects that the vehicle 1 has entered the no power source section 4 while traveling, the control mode of the inverter 13 at this time is confirmed, and if the control mode is power running, the inverter 13 is turned on. Switching from the power running mode to the regenerative mode, the inverter 13 is activated in the regenerative mode if coasting, and the mode is maintained if regenerating (steps S1 to S5). Thereafter, the operation of the converter 10 is stopped by turning off the gate (the switching element is in an OFF state), and the high-speed circuit breaker 9a is opened as necessary, and regenerative power as described below is supplied to the AC overhead wire 3 via the main transformer 8. To return to the side (steps S6 to S7). Since the inverter 13 is controlled in the regenerative mode while the vehicle is traveling in the non-power source section 4, the regenerative power from the main motor 14 generates an FC voltage in the DC output line 11 of the converter 10 on the input side of the inverter 13. Since the feedback power, that is, the regenerative power becomes the input power of the auxiliary power supply 15, the supply of power is maintained without interruption to the auxiliary equipment 17 such as a lighting fixture. While the vehicle is traveling in the non-power source section, the gate of the inverter 13 is controlled so as to maintain the FC voltage at a predetermined value in a steady state during travel outside the non-power source section. This control is performed as regenerative torque control of the main motor 14 by the inverter 13 (step S8).

  When the no power source section detecting device 7 detects that the vehicle 1 has passed through the no power source section 4, the high-speed circuit breaker 9a is closed, and the power supply from the AC overhead line 3 to the main transformer 8 is recovered (step). S9-S10). The control after the recovery is whether the control state of the inverter 13 at the time when the entry of the vehicle into the non-power supply section 4 is detected (steps S1 and S2) is in the power running mode, the coasting mode, or the regeneration mode. According to the following, it is made as follows.

  In the power running mode, the converter 10 is started, and control for maintaining the FC voltage at a predetermined value is started by the converter 10, and the inverter 13 is switched from the regenerative mode to the power running mode to control the main motor torque as the power running torque. (Steps S11 to S14). In the coasting mode, the converter 10 is started, the inverter 13 is switched from the regeneration mode to the stop, and the coasting operation is resumed (steps S15 to S16). When the regeneration mode is in effect, the converter 10 is started, control for maintaining the FC voltage at a predetermined value is started by the converter 10, and brake torque control of the main motor 14 is resumed by the inverter 13 (steps S17 to S19). ). The regenerative power by this brake torque control is fed back to the AC overhead line 3 via the main transformer 8 and the high-speed circuit breaker 9a.

  Next, the flow of a control command related to the above operation of the operation mode control device 18 will be described with reference to time charts of FIGS. 4 and 5 which are functional block diagrams. In FIG. 4, the step symbols described in FIG. 1 are shown together to illustrate the relationship between the control command and the step. In FIG. 4, the RS flip-flop 20 that constitutes the non-power supply section detection device 7 together with the non-detectors P1 and P2 is configured to detect the detection signal Sg1 of the start non-detector P1 while the vehicle passes through the non-power supply section 4. Based on the detection signal Sg2 of the non-detector P2 for termination, an H level no power source section passing signal Sg3 is output, and the torque command switching means 21 is switched from the L side to the H side. The power running / brake switching means 22 is switched to the H side when the power running / brake command means 23 outputs the power running command H, and is switched to the L side when the brake command L is output.

  As a result, during traveling other than the non-power source section 4, that is, while the torque command switching means 21 is on the L side, the main motor torque control unit 24 operates when the power running / brake command means 22 is on the H side in the power running state. Power running torque control of the main motor 14 is performed, and when the brake command state is on the L side, brake torque control of the main motor 14 is performed. In this case, the power running torque control command value Tn is given by the power running torque command generator 25 as a value corresponding to the power running notch position, and the brake control command value B0 is given as a value according to the brake notch position from the brake torque command generator 26. It is done. Here, the main motor torque control unit 24 has a gate control circuit of the inverter 13 as a main component.

  On the other hand, when the torque command switching means 21 is switched to the H side, that is, in the non-power-supply section traveled to the FC voltage maintaining regenerative torque command line 28, the following control command is issued. If the state at the time of entering the non-power source section 4 is during regenerative braking, the traveling state switching means 27 is switched to the H side when the braking state signal Sg4 becomes H level, If the coasting operation is in progress, it is switched to the L side. During traveling in the non-power supply section 4, the regenerative torque calculating unit 29 for securing the power supply outputs a regenerative torque command value T0 by a calculation that divides the maximum output power value Pm of the auxiliary power supply 15 by the current rotational speed n of the main motor 14, The arithmetic unit 30 multiplies the regenerative torque command value T0 by a predetermined brake torque limit coefficient α (0 ≦ α ≦ 1) and outputs a control regenerative torque command value T1.

  The regenerative torque command value for control T1 is transmitted to the FC voltage maintaining regenerative torque command line 28 when the running state switching means 27 indicates the power running or coasting on the L side, and the regenerative torque control of the main motor 14 is performed. Is done. As a result, regenerative power is supplied to the auxiliary power source 15 and the FC voltage is maintained at a predetermined value at the time of steady operation. If the state when entering the non-power supply section 4 is during regenerative braking, the traveling state switching means 27 is on the H side, and the arithmetic unit 31 performs control by multiplying the brake torque command value B0 by a predetermined brake torque limit coefficient α. Brake torque command value B1 is output. This new control brake torque command value B1 is transmitted to the FC voltage maintaining regenerative torque command line 28 through the H side of the traveling state switching means 27, and regenerative torque control of the main motor 14 is performed.

  The brake torque limit coefficient α is output from the limit coefficient generating unit 32. The limiting coefficient generating unit 32 constitutes a braking force limiting unit with the calculation units 30 and 31. As schematically shown in the black box of the limiting coefficient generator 32, three reference values V1, V2, and V3 (V1 <V2 <V3) for the FC voltage are set. Among these, V1 is a converter voltage command value (FC voltage in a steady state), V2 is a brake torque limit start voltage of the main motor 14, and V3 is a brake torque limit maximum voltage of the main motor 14. The FC voltage is maintained at the voltage command value V1 by the gate control of the converter 10 during normal operation receiving power from the AC overhead line 3, but the non-power source section 4 in which the high-speed circuit breaker 9a and the contactor 9b are opened. Since the regenerative electric power from the main motor 14 is not regenerated on the AC overhead wire 3 from the time of entering the vehicle, it gradually rises from V1. This voltage change state is shown in “FC voltage” of FIG.

  The brake torque limiting coefficient α is set to “1” when the FC voltage is between V1 and V2, and the slope characteristic (S1) decreases continuously from “1” to “0” while increasing from V2 to V3. Negative change characteristics). Due to the characteristic of the brake torque limiting coefficient α having such a characteristic, particularly the negative change characteristic between V2 and V3, the regenerative torque during traveling in the non-power-supply section 4 is the regenerative power corresponding to the current power consumption of the auxiliary power supply 15 is FC. Balance while maintaining voltage. When the FC voltage increases beyond V2, the balance coefficient α changes from “1” to “0” and the control regenerative torque command value T1 (or control brake torque command value B1) decreases. As a result, the control that the brake torque command to the main motor 14 is reduced and the regenerative power is reduced to suppress the increase of the FC voltage is performed according to the change in the power consumption of the auxiliary power supply 15.

  In this embodiment, since the regenerative torque command value during traveling in the non-power source section is calculated from the output power maximum value Pm of the auxiliary power source 15 and the rotation speed n of the main motor 14, the regenerative torque command value is calculated in the non-power source section. The braking force applied to the vehicle by the electric power is suppressed so as not to exceed the output power maximum value Pm equivalent to the auxiliary power supply 15, the vehicle is not decelerated unnecessarily, and the shock applied to the vehicle can be reduced. In addition, since the reference voltages V1 to V3 for obtaining the brake torque limiting coefficient α are in a relationship of V1 <V2 <V3, α is “1” during steady state other than the non-power supply section, so that the brake Normal braking control is possible without any limitation on the torque. In FIG. 4, the switching means 21, 22, and 27 are indicated by switch symbols for convenience of explanation.

  FIG. 5 used in the above description shows the change state of each part and each signal until the vehicle 1 enters the no-power supply section 4 during the coasting and passes through the no-power-supply section 4. FIG. 6 shows the situation when entering the vehicle, and FIG. 7 shows the situation when entering during regenerative braking. 5 to 7, it can be visually recognized that there is a difference as described above between the control regenerative torque command value T1 and the control brake torque command value B1.

  Next, a second embodiment of the present invention will be described with reference to FIG. In addition, only a different part is demonstrated by attaching | subjecting the same code | symbol to the same part as FIG. Instead of the one inverter 13, a plurality of inverters 33a, 33b, 33c, 33d, for example, are provided to receive DC power from one converter 11 in parallel, and each inverter 33a, 33b, 33c, 33d The main motors 24a, 24b, 24c, and 24d are connected to each other at a fixed number, for example, one by one. Although not shown in FIG. 8, an operation mode control device 18 similar to that shown in FIG. 3 is provided. In this second embodiment, the operation mode control device 18 operates only one of these four inverters in the regenerative mode during traveling in the non-power source section, and further changes a different inverter every time it passes through a different non-power source section. The inverter is switched to operate in the regenerative mode.

  According to the second embodiment, only one of the plurality of inverters 33a, 33b, 33c, and 33d connected to the converter 11 is regeneratively operated during traveling in the non-power source section. Complicated circuits such as tuning control between inverters, which are sometimes required, become unnecessary. Further, since different inverters are assigned to different non-power supply sections, the burden is distributed, and the device lifetime can be coordinated.

  In the drawings, 1 is a vehicle, 3 is an AC overhead line, 4 is a non-power supply section, 7 is a non-power supply section detector, 8 is a main transformer, 9a is a high-speed circuit breaker, 10 is a converter, 13 is an inverter, and 14 is a main Electric motor, 15 auxiliary power supply, 17 auxiliary equipment, 18 operation mode control device, 24 main motor torque control unit, 25 power running torque command generation unit, 26 brake torque command generation unit, 29 regenerative torque for securing power Calculation unit 32 is a limiting coefficient generation unit.

Claims (7)

A converter that converts AC power from an AC overhead line into DC power, an inverter that has an input connected to the output side of the converter, and that can control the voltage and frequency for converting the DC power into AC power, and AC power from the inverter The main motor that receives and pulls the vehicle, the auxiliary power source connected to the DC input terminal of the inverter to supply power to auxiliary equipment such as in-vehicle lighting equipment, and the vehicle is traveling in the no-power section of the AC overhead wire A non-power-supply section detecting device that detects that the power-supply section passage signal is output, and the vehicle is traveling in a non-power-supply section of an AC overhead line so that regenerative power is input to the auxiliary power through the inverter. operation mode to check the control mode of the inverter stops the operation of said converter based on a determination of no power supply section according to no-power period detector Consists of a control unit, wherein the operation mode control unit switching the control mode of the confirmation result regenerative mode if the power running when indicating the entry into the no-power interval passage signal that section, regenerated if during coasting An in-vehicle power supply securing control device for an electric vehicle , wherein the inverter is controlled so as to start in a mode and maintain the mode during regeneration . A non-detector for start and a non-detector for termination are provided on the start end and the end of the non-power supply section, respectively, and the non-power supply section detector detects the non-detector for start and the non-detector for end by detecting The in-vehicle power supply securing control device for an electric vehicle according to claim 1, wherein the non-power supply section passage signal is output. A plurality of inverters are provided to receive DC power from one converter, and at least one main motor is connected to each inverter, and one auxiliary power supply is commonly connected to DC input terminals of the plurality of inverters. The in- vehicle power supply for the electric vehicle according to claim 1, wherein the operation mode control device operates one of the plurality of inverters in a regenerative mode during traveling in a non-power source section. Control device. The in-vehicle power supply securing control device for an electric vehicle according to claim 3, wherein the operation mode control device switches the inverter so that a different inverter is operated in a regenerative mode every time a different non-power supply section is passed . The said operation mode control apparatus is equipped with the brake force restriction | limiting means which adjusts the regenerative torque during driving | running | working of a non-power-supply area according to the change of the voltage output to the DC input terminal of an inverter. 5. The in-vehicle power supply securing control device for an electric vehicle according to any one of 4 to 4 . The brake force limiting means includes a brake torque command generating unit that outputs a brake torque command value corresponding to a brake notch position, and a regenerative torque calculating unit for securing a power source that outputs a regenerative torque command value, and the operation mode control device includes: The brake torque command value and the regenerative torque command value are multiplied by a brake torque limit coefficient to provide a limit coefficient generating unit for converting to a control regenerative torque command value and a control brake torque command value. 6. The in-vehicle power supply securing control for an electric vehicle according to claim 5, wherein the inverter input side DC voltage (FC voltage) is set to have a negative change characteristic in a region exceeding the converter voltage command value V1. apparatus. The power running torque command value output from the power running torque command generator when entering the non-power supply section is a value obtained from the maximum output power value of the auxiliary power source and the rotation speed of the main motor. 6. An in- vehicle power supply securing control device for an electric vehicle according to 6 .

Images